Adjustable Suspension Leveling Apparatus

ABSTRACT

A suspension height modification apparatus includes a first portion that is securable to a vehicular biasing suspension device and a second portion that is securable to a vehicular frame. The apparatus includes an axis along which a suspension height may be determined between the vehicular frame and the vehicular wheel assembly. The apparatus includes a movable portion which may be actuated along such axis to adjust suspension height, and a spacer device connectable between an upper ball joint stud and a steering knuckle.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a divisional of U.S. Non-Provisional applicationSer. No. 12/425,809, filed on Apr. 17, 2009 and entitled “AdjustableSuspension Leveling Apparatus”, which is itself a divisional of U.S.Non-Provisional application Ser. No. 11/827,125, filed on Jul. 10, 2007and entitled “Adjustable Suspension Leveling Apparatus”, whichapplication claims priority to U.S. Provisional Application Ser. No.60/306,873, filed on Jul. 10, 2006 and entitled “Adjustable SuspensionLeveling Apparatus”, the contents of which being incorporated herein intheir entirety.

FIELD OF THE INVENTION

The present invention relates to automotive suspension systemsgenerally, and more particularly to apparatus and methods for adjustablymodifying automotive suspension characteristics, such as suspension rideheight and wheel alignment.

BACKGROUND OF THE INVENTION

Automotive suspension systems in use today incorporate a variety ofarrangements to best suit the intended applications. An automotivesuspension arrangement that has become popular is a strut assembly,which typically involves a coil spring mounted over a shock-absorbingpiston. The coil spring and shock absorber are mounted in a strutassembly between upper and lower strut housings. Such strut assembliesare positioned to extend between the wheel assemblies and the vehicleframe, so as to insulate movement of the wheel assembly from the vehicleframe.

In some instances, vehicle owners wish to modify the height of thevehicle frame with respect to its wheels. For example, certain vehicles,such as light-duty trucks, are originally equipped with a suspensionthat elevates the rear of the vehicle to a greater extent than thefront, so as to accommodate for a level vehicle upon loads being placedat the rear end of the vehicle. In such arrangements, some vehicleowners wish to “pre-level” the suspension by raising the front of thevehicle frame to match the extent of vehicle lift provided by themanufacturer at the rear. Such raising of the front suspension of avehicle is commonly referred to as “suspension leveling”. Otherapplications for raising the suspension height of a vehicle includevehicle owners who simply wish to raise the height of the vehicle framerelative to the wheels for ground clearance or aesthetic purposes.

Devices for effectuating such suspension height modification includestatic spacers of fixed dimension that are typically placed between thetop of the strut assembly and the vehicle frame at the point ofconnection therebetween. Other suspension height increasing solutionsinvolve fixed dimension spacers disposed between individual coils of thecoil spring component of the strut assembly. In either case, the extentof the suspension height increase is predetermined by the dimension ofthe static spacer utilized. In many instances, the effect on vehicleride quality due to suspension height extension is unpredictable. As aresult, suspension height modifications are many times repeated in orderto achieve a desired balance between suspension height and vehicle ridequality. Since the procedure for installation or removal of conventionalsuspension spacers is relatively time consuming, and thereforeexpensive, a need exists in the art for a suspension height adjustmentmechanism that enables suspension height modification while in aninstalled condition on the vehicle suspension. There is a further needin the art to provide a vehicle suspension adjustment mechanism that canprovide for a wide range of suspension height modification through asingle device. It is envisioned that the apparatus of the presentinvention meets the needs in the art identified above.

In some cases, modification of the suspension height can negativelyaffect the ride quality of the vehicle, at least in part due to theresultant increased angle between the upper control arm and the knuckleat the upper ball joint. As the respective angle therebetween increasesdue to the increase in suspension height, the upper control arm and theknuckle together substantially create a fixed-length element thatinhibits dampening of up/down movement through, for example, the strutassembly.

It is therefore another object of the present invention to provide adevice to decrease the angle at the ball joint between the upper controlarm and the associated knuckle in situations wherein the suspensionheight of the vehicle has been increased through after-market additionsto original equipment, which device itself enables adjustment to wheelcamber.

SUMMARY OF THE INVENTION

By means of the present invention, suspension height of a vehicle may beadjustably modified, wherein an extent of suspension height increase maybe selectively adjusted in an efficient manner without suspensioncomponent disassembly. Such selective adjustment may in fact beaccomplished while the suspension height adjustment apparatus, as wellas its coordinating suspension componentry, remain in an installedcondition. Moreover, suspension height modification may be accomplishedwithout detrimentally affecting vehicle ride quality characteristics bymaintaining a substantially original equipment geometrical arrangementsubsequent to suspension height modification. The maintenance ofsuspension original equipment geometrical arrangement further assists inlimiting excessive tire wear, and staying within safety specifications.In addition, allowance for wheel camber adjustment may be provided suchthat wheel camber angle may be selectively adjusted subsequent toinstallation of the suspension height modification component(s) of thepresent invention, without need for disassembly and/or replacement.

In a particular embodiment, a suspension height modification apparatusof the present invention includes a first portion that is securable to avehicular biasing suspension device, and a second portion that issecurable to a vehicular frame. The apparatus includes an axis alongwhich a suspension height may be determined between the vehicular frameand the vehicular wheel assembly. The apparatus may be selectivelyextensible along the axis.

In another embodiment, an apparatus for selectively adjusting vehicularsuspension height is provided, and includes a top connection plate, abottom connection plate, and an inner adjustment member that is coupledto the top and bottom connection plates, with the inner adjustmentmember being selectively movable to operably increase or decrease thedistance between the top and bottom connection plates.

A method for adjusting suspension height of a vehicle includes providinga suspension height adjustment apparatus that includes a movable portionthat is selectively movable along a first axis, and securing thesuspension height adjustment apparatus between a vehicular biasingsuspension device and a vehicular frame. The suspension heightadjustment is brought about by actuating the movable portion of thesuspension height adjustment apparatus.

In a further embodiment, a device for adjusting control arm alignment ina vehicle includes a main body portion having an upper surface and alower surface, and including a receptacle that is sized and configuredto receive therein at least a portion of a ball joint stud that iscoupled to the control arm. The device further includes an extensionportion extending from the main body portion, and wherein the extensionportion is specifically configured to operably couple to a knuckleassociated with the control arm.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of a suspension height modificationapparatus;

FIG. 2 is a side view of a suspension height modification apparatus;

FIG. 3 is a cross-sectional side view of a suspension heightmodification apparatus;

FIG. 4 is a partial cross-sectional view of a suspension heightmodification apparatus;

FIG. 5A is a top view of a portion of a suspension height modificationapparatus;

FIG. 5B is a cross-sectional side view of a portion of a suspensionheight modification apparatus;

FIG. 5C is a bottom view of a portion of a suspension heightmodification apparatus;

FIG. 6A is a top view of a portion of a suspension height modificationapparatus;

FIG. 6B is a cross-sectional side view of a portion of a suspensionheight modification apparatus;

FIG. 6C is a bottom view of a portion of a suspension heightmodification apparatus;

FIG. 7A is a top view of a portion of a suspension height modificationapparatus;

FIG. 7B is a cross-sectional side view of a portion of a suspensionheight modification apparatus;

FIG. 7C is a bottom view of a portion of a suspension heightmodification apparatus;

FIG. 8 is a schematic view of an installed suspension heightmodification system;

FIG. 9A is a top view of a spacer device;

FIG. 9B is a side view of the spacer device illustrated in FIG. 9A;

FIG. 9C is a bottom view of the spacer device illustrated in FIGS. 9Aand 9B;

FIG. 10 is a schematic view of a suspension height modificationarrangement;

FIG. 11 is a schematic view of a wheel assembly indicating camberadjustment;

FIG. 12A is a schematic view of a wheel assembly;

FIG. 12B is a top view of a spacer device orientation;

FIG. 12C is a top view of a spacer device orientation;

FIG. 12D is a top view of a spacer device orientation;

FIG. 12E is a top view of a spacer device orientation;

FIG. 12F is a top view of a spacer device orientation; and

FIG. 12G is a top view of a spacer device orientation.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The objects and advantages enumerated above together with other objects,features, and advances represented by the present invention will now bepresented in terms of detailed embodiments described with reference tothe attached drawing figures which are intended to be representative ofvarious embodiments of the invention. Other embodiments and aspects ofthe invention are recognized as being within the grasp of those havingordinary skill in the art.

With reference now to the drawings, and first to FIG. 1, an adjustablesuspension height modification apparatus 10 is illustrated in anarrangement mounted to upper end 34 of strut assembly 30. Through suchan orientation, apparatus 10 may act as a spacer between upper end 34 ofstrut assembly 30 and the associated vehicle frame 8. As shown in theassembly views of FIGS. 1-4, apparatus 10 includes a top connectionplate 12, a bottom connection plate 14, and an inner adjustment member16, which adjusts any separation between top and bottom connectionplates 12, 14. Such adjustable separation of top and bottom plates 12,14 effectuates the adjustable height modification characteristic ofapparatus 10 of the present invention.

As illustrated in FIGS. 1 and 2, bottom connection plate 14 may besecured to strut assembly 30 at, for example, bolts 36 of strut assembly30. In such a manner, apparatus 10 may be securable to strut assembly 30in a like manner as strut assembly 30 conventionally affixes tovehicular frame 8, wherein, in the absence of apparatus 10, strutassembly 30 may be affixed to vehicular frame 8 via bolts 36 extendingat least partially through respective apertures 7 in the frame, and thebolts 36 fixed in place thereat through, for example, appropriatelyconfigured nuts. As a consequence, strut assembly 30 need not bemodified in order to secure apparatus 10 thereto. Specifically, bolts 36of strut assembly 30 extend through corresponding apertures 52 of bottomconnection plate 14 (see FIG. 5A). Apparatus 10 may then be secured inplace through, for example, nuts 38 threaded upon respective bolts 36.

One embodiment of bottom connection plate 14 is illustrated in isolationview in FIGS. 5A-5C, with FIGS. 5A and 5C showing upper and lower viewsof bottom plate 14, respectively. In the illustrated embodiment, bottomconnection plate 14 includes a mounting portion 50 and an adjustmentmember engagement portion 54. Apertures 52 are preferably disposed inmounting portion 50 in a predetermined configuration to permitengagement of bolts 36 through apertures 52. Adjustment memberengagement portion 54 may be disposed about an axial aperture 56 inbottom connection plate 14. In the illustrated embodiments, at least aportion of adjustment member engagement portion 54 is threaded tothreadably engage with inner adjustment member 16. An example threadedportion 58 of adjustment member engagement portion 54 is illustrated inFIG. 5B.

Inner adjustment member 16 is illustrated in isolation view in FIGS.6A-6C, with FIGS. 6A and 6C showing upper and lower views of inneradjustment member 16, respectively. In the illustrated embodiment, inneradjustment member 16 is a unitary structure having a first engagementportion 62 and a second engagement portion 64. First engagement portion62 may, for example, be threaded, and may in particular be threaded in amanner to threadably engage with threaded portion 58 of bottomconnection plate 14. Accordingly, in the embodiment illustrated in thedrawings, an outer surface of first engagement portion 62 engages withadjustment member engagement portion 54 of bottom connection plate 14 ataxial aperture 56 thereof. In one embodiment, outer diameter D₁ issubstantially similar to, but slightly smaller than, diameter D₂ ofaxial aperture 56, such that first engagement portion 62 is permitted toengage with adjustment member engagement portion 54 within axialaperture 56.

In some embodiments, adjustment member engagement portion 54 of bottomconnection plate 14 extends above first plane “A” of mounting portion50, and may so extend perpendicularly from mounting portion 50. Suchextension of adjustment member engagement portion 54 may be provided toaccommodate at least a portion of height H₁ of first engagement portion62 within axial aperture 56. In some embodiments, height H₁ is less thanor equal to height H₂ of bottom connection plate 14. In this manner,first engagement portion 62 of inner adjustment member 16 is providedwith a full engagement height that does not, in operation, requireextension below a plane containing lower surface 51 of bottom connectionplate 14, thereby avoiding interference with strut assembly 30.

In some embodiments, inner adjustment member 16 is provided with a firstaxial opening 66 having a diameter D₃ that is greater than an outerdiameter D₄ of upper portion 32 of strut assembly 30. In this manner, aportion of inner adjustment member 16 may be operably disposed over andabout upper portion 32 of strut assembly 30.

As best illustrated in FIGS. 6A and 6C, inner adjustment member 16 mayfurther include a second axial opening 68 in second engagement portion64. Second axial opening 68 may extend axially through at least aportion of second engagement portion 64. In some embodiments, secondaxial opening 68 is configured to receive a projection from a wrench, orother tool, such as a rotation-inducing tool to assist in manipulatinginner adjustment member 16 with respect to bottom connection plate 14.In the illustrated embodiment, a tool may be utilized to induce rotationof inner adjustment member 16 with respect to bottom connection plate14, which bottom connection plate 14 may be maintained in a rotationallystationary orientation with respect to inner adjustment member 16through the engagement of bolts 36 through respective apertures 52therein. In the illustrated embodiment, second axial opening 68 has asubstantially square cross-section. Other cross-section configurationsfor second axial opening 68, however, are contemplated by the presentinvention. Moreover, other features, such as projections or the like maybe utilized in place of, or in addition to, axial opening 68 forselective coupling thereto by a tool.

In some embodiments, a transition portion 69 is provided on inneradjustment member 16 between first engagement portion 62 and secondengagement portion 64. Transition portion 69 may have a tapered profileas illustrated in FIGS. 3 and 6B to enable rotatable engagement with topconnection plate 12. The tapered surface of transition portion 69assists in minimizing frictional forces created at the junction of inneradjustment member 16 and top connection plate 12, thereby facilitatingrelative rotational movement therebetween. Such tapered configuration oftransition portion 69 further assists in properly seating top connectionplate 12 about second engagement portion 64 of inner adjustment member16.

Though inner adjustment member 16 is described above and depicted in thedrawings as being threadably engageable with top and bottom connectionplates 12, 14, it is contemplated that other mechanisms of engagementare contemplated. For example, inner adjustment member 16 may be coupledto top and bottom connection plates 12, 14, either fixedly or otherwise,and itself be axially extendable along axis “B”. Example mechanisms forobtaining axial extendibility of inner adjustment member 16 include wormgears, screw drives, ratchet systems, and the like. Applicantscontemplate, therefore, that apparatus 10 may be provided in a varietyof combinations, with a common characteristic being that heightdimension H₄ of apparatus 10 is selectively modifiable. In someembodiments, the selective modification of height dimension H₄ may beeffectuated while apparatus 10 is in a fully installed condition. Insome embodiments, the selective modification of height dimension H₄ maybe accomplished without disassembly of strut assembly 30, such asremoval of spring 32 from strut assembly 30. Height dimension H₄ may beadjusted, for example, from between about 0.5 to about 5 inches.

Top connection plate 12 of apparatus 10 is illustrated in isolation viewin FIGS. 7A-7C, with upper and lower views of top connection plate 12being shown in FIGS. 7A and 7C, respectively. Top connection plate 12preferably includes mounting apertures 72 for receiving mounting bolts86 therethrough. Mounting bolts 86 are further illustrated in FIG. 2 astaking the place of bolts 36 in coupling apparatus 10 and strut assembly30 to the vehicle frame, wherein in the absence of apparatus 10,original equipment of strut assembly 30, such as bolts 36, would be usedto couple strut assembly 30 to vehicle frame 8. Accordingly, mountingapertures 72 may be positioned in top connection plate 12 in apredetermined pattern appropriate to accommodate the original mountingarrangement of the mounting features of strut assembly 30, such as bolts36, which are useful in mounting strut assembly 30 to vehicular frame 8in the absence of apparatus 10. Top connection plate 12 may furtherinclude an aperture 74 that is dimensioned to have a perimeter 75 thatmay be operably disposed about second engagement portion 64 of inneradjustment member 16. In particular, aperture 74 may have a diameter D₅that is somewhat greater than the outer diameter D₆ of second engagementportion 64.

Top connection plate 12 may be operably disposed upon bearing surface 57of inner adjustment member 16, and may be seated thereupon at taperedportion 77, which may be in operable juxtaposition with tapered surface69 of inner adjustment member 16. In such a manner, top connection plate12 is axially displaced along axis (B) through axial movement of inneradjustment member 16, which, in some embodiments, is brought about byrotational movement of inner adjustment member 16 with respect to bottomconnection plate 14. Because lower end 31 of strut assembly is operablysecured to a vehicle wheel assembly (not shown), the selectivemodification of dimension H₄ through axial movement of at least aportion of apparatus 10 (such as inner adjustment member 16) withrespect to bottom plate 14 results in a modification of the heightseparation between vehicle frame 8 and the associated vehicle wheelassembly. In the event that dimension H₄ of apparatus 10 is selectivelyincreased through the operation described above, top connection plate 12transmits force to vehicle frame 8 to effectuate a desired degree ofraising thereof relative to the associated vehicle wheel assembly.

In some embodiments of apparatus 10, top connection plate 12 furtherincludes a shield portion 78 extending outwardly from plane “C” of topconnection plate 12, and preferably perpendicularly outwardly therefrom.In operation, shield portion 78 depends downwardly from the remainder oftop connection plate 12 concentrically about engagement portion 54 ofbottom connection plate 14. In such a manner, shield portion 78 alone,or in combination with engagement portion 54, prevents infiltration ofdirt or other debris to the engagement mechanism (such as engagingthreads) between bottom connection plate 14 and inner adjustment member16.

As illustrated in FIGS. 2 and 3, a lock nut 92 or other mechanism may beprovided to selectively lockingly secure the combination of topconnection plate 12 and inner adjustment member 16 at a desired axialposition relative to bottom connection plate 14 along axis B. In oneembodiment, lock nut 92 threadably engages with second engagementportion 64 of inner adjustment member 16 to an extent at which lock nut92 engages, or causes another element to engage, upper surface 13 of topconnection plate 12. Such engagement arrests the freedom to rotate inneradjustment member 16 relative to bottom connection plate 14, and thusarrests change in axial separation between top and bottom connectionplates 12, 14. Those of ordinary skill in the art, however, may readilyunderstand and perceive alternative mechanisms for achieving such aselective locking characteristic of the axial separation between top andbottom connection plates 12, 14 in apparatus 10.

Due to the high loads and stresses that may be placed upon apparatus 10in operation, it is desired that apparatus 10 be manufactured of strongand durable materials, such as, for example, stainless steel orhigh-nickel steel. Other materials, however, may be utilized in thefabrication of apparatus 10, so long as such materials exhibit adequatestrength and durability properties desired by the end user and/or by themanufacturer.

Apparatus 10 of the present invention, as described above, providesselective adjustment of suspension height (as defined between vehicleframe 8 and the associated vehicle wheel assemblies) while apparatus 10is in a mounted, operating condition, such as, for example, betweenstrut assembly 30 and vehicle frame 8. Moreover, such selectiveadjustment may take place without disassembly of strut assembly 30,including without removal of spring 32 from strut assembly 30. In someembodiments, the selective adjustment may enable a range of up to about5 inches of added suspension height. Such a range, however, may bemodified as desired per application. In particular, certain embodimentsof apparatus 10 may provide more or less suspension height adjustmentthan described above.

In one embodiment, apparatus 10 may be mounted to a vehicle by firstremoving strut assembly 30 from its connection to the vehicle frame.Bottom connection plate 14 is then secured to upper portion 32 of strutassembly 30, as described above. Top connection plate 12 of apparatus 10is then secured to vehicle frame 8 via mounting bolts 86 in a mannersimilar to the process for mounting upper portion 32 of strut assembly30 to the vehicle frame 8. Once both top and bottom connection plates12, 14 are secured in place, adjustment to the extent desired ofsuspension height modification may be made by coupling a wrench or otherappropriate tool to second axial opening 68 of inner adjustment member16. Such second axial opening 68 is accessible to a wrench or other toolwhile apparatus 10 is in an installed condition, such that suspensionheight adjustment may be accomplished without having to remove apparatus10 from its securely mounted condition. In one embodiment, axial opening68 is accessible to a tool through an opening 6 in vehicle frame 8 thatis located axially above opening 68 when apparatus is in a mountedposition. Such vehicle frame opening 6 is typically provided as originalequipment in certain vehicles. Accordingly, in order to effectuatesuspension height adjustment while apparatus 10 is in an installedcondition, an operator need only rotate inner adjustment member 16 in anappropriate direction through manipulation of a tool coupled to inneradjustment member 16 at an actuation feature such as second axialopening 68. The adjustment technique described above, therefore,substantially reduces time and expense in adjusting, or re-adjustingsuspension height once apparatus 10 has been installed. As describedabove, conventional devices require removal and re-installation of theentire strut assembly and spacer device in order to effectuate amodification of suspension height adjustment. Apparatus 10 of thepresent invention eliminates such a necessity.

Though apparatus 10 is described above with reference to the illustratedembodiments and in connection with a strut assembly 30, it iscontemplated by the Applicant that apparatus 10 may be useful inconnection with a variety of biasing suspension devices. For example,apparatus 10 may be used in connection with a spring assembly, whereinthe spring is not positioned about a shock absorber. Such a springassembly may be in the form of, for example, a coil spring, a leafspring, or other configurations. An important purpose of apparatus 10,therefore, is to effectuate adjustable vehicle suspension heightmodification by adjustably “adding to” the height dimension of avehicular biasing suspension device. For the purposes of thisapplication, the term “biasing suspension device” is intended to mean adevice, apparatus, or assembly which exerts a bias force against thevehicle frame in order to suspend such frame from and/or above theassociated wheel assembly of the vehicle. The term “biasing suspensiondevice” is intended to include, but is not intended to be limited to,strut assemblies and spring assemblies. For the purposes of thisapplication, the term “wheel assemblies” is intended to include thestructure associated with the connection of a wheel to a vehicle, andspecifically includes, but is not limited to, axles, steering rods,lower control arms, and the like.

It is another aspect of the present invention that apparatus 10 beuseful in connection with original suspension equipment supplied withthe vehicle from the manufacturer. Though apparatus 10 may additionallybe useful in after-market products, it is specifically envisioned thatapparatus 10 be adaptable to original vehicle equipment. For example,apparatus 10 may be specifically configured to be operably connectableto the strut assembly originally supplied with a particular make, model,and model year automobile. In this manner, apparatus 10 may representmerely an “add-on” device that may be installed on a vehicle withoutneed for replacement or modification of existing vehicle parts.

A further aspect of the present invention is illustrated in FIGS. 8-9,wherein spacer device 110 is shown acting as a spacer element at upperball joint 112 between upper control aim 114 and knuckle 116. In manyapplications, particularly those in which the suspension height of avehicle has been substantially increased through the use of suspensionheight modifying devices installed subsequent to vehicle manufacture,the representative angle from horizontal of the upper control arm istypically correspondingly increased as well. As described above, suchincrease in angle of the upper control arm may have undesired effects onthe ride quality of the vehicle. As a consequence, spacer device 110separates upper control arm 114 from the corresponding knuckle 116 todecrease the angle from horizontal of upper control arm 114, and thusimprove vehicle ride quality.

Spacer device 110 includes a main body portion 122 and an extensionportion 124 extending from main body portion 122. In order to operablyreceive stud 113 of upper ball joint 112, spacer device 110 may includea ball joint stud receptacle 130 disposed in upper surface 126 of mainbody portion 122. Ball joint stud receptacle 130 may be sized andconfigured to operably receive therein at least a portion of stud 113 ofball joint 112. Moreover, ball joint stud receptacle 130 may extendthrough height dimension H₃ of spacer device 110 in order to allow for aretention device, such as a nut, to secure stud 113 within ball jointstud receptacle 130. In such a manner, the retention device may beinstalled upon a lower portion of stud 113 through opening 131 at bottomsurface 123 as spacer device 110.

To effectuate proper connection between spacer device 110 and knuckle116, extension portion 124 may be configured similarly to stud 113 ofupper ball joint 112, including, for example, threaded portion 125. Insuch a manner, at least a portion of extension portion 124 of spacerdevice 110 may be securely received in a corresponding aperture orreceptacle 118 of knuckle 116, and secured thereto with a retentiondevice, such as nut 129.

In view of the above, height dimension H₃ of spacer device 110 forms apredetermined separation adjustment dimension between upper control arm114 and knuckle 116, such as in a double wishbone-type suspension. It iscontemplated that spacer device 110 may be fabricated in a variety ofheight dimensions H₃, as desired per application. In some embodiments,height dimension H₃ of spacer device 110 may be between about 0.5 and 5inches. The relationship of the presence of spacer device 110 to theangle from horizontal of upper control arm 114 is illustrated in FIGS. 8and 10, with FIG. 8 showing a representative angle α₁ from horizontal ofupper control arm 114 when upper control arm 114 is coupled to knuckle116 via spacer device 110 in a situation wherein a suspension heightmodification device, such as apparatus 10, has been installed. Thearrangement illustrated in FIG. 8 is contrasted with that shown in FIG.10, wherein upper control arm 114 is directly coupled to knuckle 116 atupper ball joint 112 in a situation wherein a suspension heightadjustment device, such as apparatus 10, has been installed. FIG. 10clearly demonstrates that the angle from horizontal α₂ in the absence ofspacer device 110 is substantially greater than α₁, as shown in FIG. 8.As described above, such an increased angle can be detrimental to ridequality characteristics of the vehicle.

Moreover, due to the fact that both upper control arm 114 and knuckle116 are typically of fixed length in original vehicle equipment, theaddition of a suspension height modification device, such as apparatus10, may cause upper ball joint 112 to be operably brought in closerproximity to, for example, the associated strut assembly. Depending uponthe particular vehicle arrangement, and the extent to which thesuspension height has been increased, upper ball joint 112 may, in theabsence of spacer device 110, undesirably contact the associated biasingsuspension device, and may potentially detrimentally affect theoperation of such biasing suspension device. The addition of spacerdevice 110, therefore, reduces the operable angle from horizontal ofupper control arm 114, and therefore increases the distance betweenupper ball joint 112 and the associated biasing suspension device. Ofcourse, it is to be understood that the angle from horizontal of uppercontrol arm 114 is not static in operation, but in fact changessignificantly through the incursion and removal of upward forces on theassociated wheel assembly due to operation of the vehicle.

A further aspect of spacer device 110 is the offset characteristic of atleast one of extension portion 124 and ball joint stud receptacle 130from central axis “E”. In the illustrated embodiment, receptacle axis“D” of ball joint stud receptacle 130 is offset by dimension X₁ fromcentral axis “E” of spacer device 110. Moreover, extension axis “F” ofextension portion 124 is offset by dimension X₂ from axis “E”. Theoffsets described above enable spacer device 110 to adjust camber of theassociated wheel assembly through measured rotation of spacer device110.

Due to the fact that upper control arm 114 is anchored to the vehicleframe, and that at least a portion of the wheel assembly is pivotable inall directions about a lower ball joint (not shown), rotation of spacerdevice 110 occurs effectively about receptacle axis “D”. The offsetnature of extension axis “F” from receptacle axis “D” results inextension portion 124 effecting a displacement force on the wheelassembly via knuckle 116 during rotation of spacer device 110 while inan installed condition. Depending upon the dimensions of X₁ and X₂,spacer device 110 can provide a selected degree of camber adjustment. Inone embodiment, such camber adjustment is up to about 6 degrees. Otherextents of adjustment, however, are envisioned by the present invention,through various degrees of offset, and/or through various dimensions ofspacer device 110. For example, dimensions X₁ and X₂ may be betweenabout 0.25 and about 1.0 inches, and may be unevenly displaced fromcentral axis “E”.

FIG. 11 illustrates wheel camber adjustment, wherein wheel 150 is, forexample, a left front wheel of an automobile, with the front of suchautomobile being oriented into the page. As illustrated in FIG. 11, apositive wheel camber orients a lower portion 152 of wheel 150 towardthe vehicle, while a negative camber setting adjusts lower portion 152away from the vehicle. A “zero” camber setting is represented byvertical axis 154.

The process of wheel camber adjustment through spacer device 110 isillustrated in FIGS. 12A-12G. FIG. 12A demonstrates a vehicularorientation of spacer device 110 as a reference for the rotationalorientations of spacer device 110 illustrated in FIGS. 12B-12G. Inparticular, and for the purposes of demonstration only, spacer device110 is illustrated in the top view of FIG. 12A in connection with a leftfront wheel assembly of a vehicle, with the front of the vehicle beingdepicted by the directional arrow. The top view of FIG. 12Aschematically illustrates spacer device 110 installed between uppercontrol arm 114 and the knuckle (not shown). Rotation of spacer device110 about axis “D” at ball joint receptacle 130 causes extension portion124 to “push” or “pull” on knuckle 116 to thereby adjust the cambersetting of wheel assembly 160. In one embodiment, rotation of spacerdevice 110 generally about axis “D” to position extension portion 124 ina location most outboard from the vehicle results in the greatest extentof positive camber adjustment available. By contrast, rotation of spacerdevice 110 generally about axis “D” to position extension portion 124 ina location most inboard toward the vehicle results in the greatestextent of negative camber adjustment available. Such adjustment comesabout through the “pushing” or “pulling” of knuckle 116, which,consequently, “pushes” or “pulls” an upper portion 156 of wheel 150about a lower ball joint pivot connection. The resultant wheel assemblypivot action generally occurs along an arc substantially contained in avertical plane 162 intersecting the lower ball joint.

FIGS. 12B-12G represent various rotational orientations for spacerdevice 110 substantially about axis “D”. The following Table 1 providesnumerical camber angle measurements taken on a 2005 Ford F-150 4X4“Super Crew” vehicle having spacer device 110 and adjustable suspensionheight modification apparatus 10 installed at a left front wheelassembly thereof. The particular spacer device 110 used for the datareflected in Table 1 had a height dimension H₃ of 2.38 inches, adimension X₁ of 0.625 inches, and a dimension X₂ of 0.625 inches. Thesuspension height modification apparatus 10 installed in the vehicle fortesting of camber adjustment was set to a H₄ of 1.625 inches.

TABLE 1 FIG. Rotational Angle (θ) Camber Angle (degrees) 12B θ₁ = 0°2.80 12C θ₂ = 45° 1.09 12D θ₃ = −45° 1.89 12E θ₄ = 90° −0.44 12F θ₅ =−90° −1.34 12G θ₆ = 180° −3.21

As shown in the above Table 1, one embodiment of spacer device 110provides for about 6 degrees of camber adjustment, depending upon therotational orientation of spacer device 110 about axis “D”. In additionto the camber adjustment capability of spacer device 110, it has beenfound by the Applicants that the mere presence of spacer device 110 atupper ball joint 112 can recover the “lost camber” incurred ininstalling a suspension height lift device. The “lost camber” effect isdue primarily to the geometrical constraints illustrated in FIG. 10,wherein the increased angle of upper control arm 114 acts to drawinboard knuckle 116 at upper ball joint 112. By drawing knuckle 116inboard toward the vehicle, a potentially undesired negative camberadjustment is realized.

As with suspension height adjustment apparatus 10, spacer device 110 maybe specifically designed to be utilized in connection with originalequipment supplied with the vehicle. For instance, ball joint studreceptacle 130 may be specifically configured to receive an originalequipment ball joint stud 113 of upper control arm 114, while extensionportion 124 may be specifically configured to be operably received in anassociated receptacle in knuckle 116. It is also understood by theApplicant that configurations for spacer device 110 may necessarily bemodified in order to comply with original equipment specifications onvarious vehicles. In addition to the “lost camber” recoverycharacteristic described above, spacer device 110 enables wheel camberalignment tuning in a simple process, and without any disassembly.Specifically, wheel camber tuning may be accomplished with spacer device110 in an installed condition by simply rotating spacer device 110 aboutaxis “D” with a wrench or similar tool. Spacer device 110 may includeone or more substantially flat side surfaces 127 so as to facilitatecoupling thereto by such an appropriate tool for rotating spacer device110. In some cases, the “taper” or “seat” of the upper ball joint studin ball joint stud receptacle 130 and/or of extension portion 124 in theassociated receptacle of lmuckle 116 needs to be “broken” prior torotation of spacer device 110. However, such a procedure is simple, andis well understood by those of ordinary skill in the art.

Spacer device 110 is preferably fabricated from a relatively strong anddurable material, such as stainless steel.

The invention has been described herein in considerable detail in orderto comply with the patent statutes, and to provide those skilled in theart with the information needed to apply the novel principles and toconstruct and use embodiments of the invention as required. However, itis to be understood that the invention can be carried out byspecifically different methods/devices and that various modificationscan be accomplished without departing from the scope of the inventionitself.

1. An apparatus for use in a vehicle suspension, said apparatuscomprising: (a) a suspension height modification device having: (i) afirst portion securable to a vehicular biasing suspension device; (ii) asecond portion securable to a vehicular frame; and (iii) a third portionthat is operably movable with respect to at least one of said first andsecond portions so as to selectively increase or decrease a distancebetween said first and second portions; and (b) a spacer device having:(i) a main body portion with a first central axis; (ii) a first couplingfeature having a second coupling axis that is radially displaced in afirst direction from said first central axis; and (iii) a secondcoupling feature having a third coupling axis that is radially displacedin a second direction from said first central axis.
 2. An apparatus asin claim 1 wherein said first coupling feature is specificallyconfigured to operably receive at least a portion of an upper ball jointstud.
 3. An apparatus as in claim 1 wherein said second coupling featureis specifically configured to be at least partially operably received ina knuckle receptacle.
 4. An apparatus as in claim 1 wherein said thirdportion is selectively movable along an axis along which a suspensionheight may be determined between said vehicular frame and a vehicularwheel assembly.
 5. An apparatus as in claim 1 wherein said first andsecond coupling axes are substantially parallel to said first centralaxis.
 6. An apparatus as in claim 1 wherein said first radial directionis substantially opposite from said second radial direction.
 7. A methodfor modifying suspension height in a vehicle, said method comprising:(a) providing a suspension height adjustment device having a movableportion that is selectively movable along a first axis; (b) providing aspacer device having: (i) a main body portion having an upper surfaceand a lower surface, and a height defined between said upper and lowersurfaces; (ii) a first central axis along said height; (iii) a firstcoupling feature having a second coupling axis that is displacedradially in a first direction from said first central axis; and (iv) asecond coupling feature having a third coupling axis that is displacedradially in a second direction from said first central axis; (c)disengaging a vehicle biasing suspension device from an associatedvehicle frame; (d) coupling said suspension height adjustment device tosaid vehicle biasing suspension device; (e) coupling said suspensionheight adjustment device to said associated vehicular frame; (f)operably connecting an upper control arm of the vehicle to said spacerdevice via said first coupling feature; and (g) operably connecting aknuckle of the vehicle to said spacer device via said second couplingfeature.
 8. A method as in claim 7, including actuating said movableportion of said suspension height adjustment device.
 9. A method as inclaim 7, including adjusting camber of a wheel associated with saidsuspension by rotating said spacer device about said second couplingaxis.